Overdrive gearing



May 2o, 1941. M, H, FRANK 2,242,519

ovERDRIv'E GEARING May 20, 1941. M, H, FRANK 2,242,519

ovERDRIvE GEARING i Filed July 30,v 1957 6 Sheets-Sheet 2 maentor May 2o, 1941. M, H FRANK 2,242,519

OVERDRIVE GEAR ING Filed July 50, 1937 6 Sheets-Sheet 3 Zhwentor Bg m y attorneys May2o,1941. M H FRANK Y 242,519

OVERDRIVE GEARING Filed July 30, 1957 6 Sheets-Sheet 4 "Il n Snvetitor May 20, 1941. M. H. FRANK OVERDRIVE GEARING Filed July 50, 1937 6 Sheets-Sheet 5 May 20, 1941- M. H. FRANK 2,242,519.

OVERDRIVE GEAR ING Filed July 30, 1957 6 Sheets-Sheet 6 wfwxffmk m Y Gttorrlegs Patented My 2o, 1941 UNITED STATES PATENT FEICE ovEnDRivE GEARiNG Mark H. Frank, Birmingham, Mich., assignor to General Motors Corporation, Detroit, Mich., a.

corporation of Delaware Application July 30, 1937, Serial No. 156,534

` servomotor device of Figure 4, to be used with 21 Claims.

The present invention relates to change speed gear mechanism, and more particularly to such speed ranges selectable for either acceleration or economy operation, and automatically controlled in such a way that no additional driver maneuvers in ratio control are required over Further objects and advantages will appear in the following detailed description.

In the drawings:

Figure 1 is a view of my invention as installed in a motor car,v the auxiliary gear unit adjacent the engine being shown in transverse horizontal section; the standard gearbox being shown in part transverse section.

Figure 2 is a vertical section taken at 2--2 of Figure 1, showing the external connecting controls for the auxiliary gear unit. Figure 3 is a 4 section taken at 3-3 showing the gear relationships of Figure 1.

Figure 4 isa section taken at line 4--4 of Figure 2 showing the detail of the vacuum servomotor and ratio shifting mechanism.

Figure 5 provides the details of the valve control for the servomotor of Figure 4, shown yin elevation section, as connected to the engine intake manifold. A

Figure 6 is an elevation drawing of the control means superimposed upon the valve of Figure 5, showing the interconnection of the vehicle main clutch pedal with the Valve mechanism.

Figure 7 shows a modification of the valve control system of Figure 5, the parts being described in elevation section.

Figure. 8 shows a modification of the' vacuum the valve control of Figure 7. rIhe servomotor of Figure 8 is mechanically connected to the external control system of Figures 2 and 4.

Figure 9 is an elevation section of a modification of the auxiliary unit of Figures 1 and 2,

wherein a safety clutch is added, and a different reaction clutch construction is shown.

Figure 10 shows an alternate method of attaching the vacuum pipe of Figure 5 to the intake manifold system.

The showing of Figure 1 is of an arrangement of two gearboxes in series, between the engine and main clutch shaft I at the left; the transmission unit, A adjacent the engine being a twospeed planetary gear, followed -by a standard three-speed and reverse "gearbox, designated by B.

The shaft I is supported in bearings 2 of web 3 of casing 4 attached to the main clutch housing by the customary bolts. The inner end of shaft I extends in sleeve 5 formed into yoke 6 carrying planet spindles I supported at; their forward ends in carrier body 8. Planet gears IIJ mounted on'4 bearings II on spindles I mesh with annulus gear I2 and reaction sun gear I3 integral with hollow sleeve I4'splined to reaction drum I5. Sleeve I4 is free to rotate on sleeve 5 through bearings I6. The displacement of the gears is shown in elevation section in Figure 3.

The driven shaft I7 of the auxiliary unit is supported in bearing 2 of casing 9 and terminates at its forward end in a pilot spindle I8 supported Withinshaft I by bearing 20; and carries splined drum 2| riveted to the drum of annulus gear I2.

Web 22 of casing 4 supports shaft I'I through bearing 2. The rearward extension -of shaft I1 is -formed into a main shaft gear 24 and direct drive clutch 25 for the standard gearbox B.

Friction surface 25' is cut on the extension of I'l-24 to engage friction cone 6D splinedon output shaft 60 to assist synchronization between the teeth of 25-6I as will be explained.

The forward extension of Vcarrier body 8 is of drum shape, its inner'portion being ground to form a race 26.for a one-way roller clutch R. Cam plate 2l splinedto sleeve` I4 carries rollers 28 energised by springs 30, arranged to grip race 26 unidirectionally. The roller clutch device will. hereafter be referred to by letter R, shown in elevation in Figure 2.

Web 3 of casing 4 is heldthereto by lbolts 3|,

33 splined to drum I5 may slide axially within the limits of the plate spacing, as permitting by web 3, presser plate 34 and reaction plate 35 integral with casing 4. Presser plate 34 may rotate through a given angularity, because of circumferential slots 36 cut in the periphery, as shown in Figure 2. Torque-loading balls 31 are arranged between plates 34 and 35 in corresponding recesses 38 and 38' cut in the plates, so that when plate' 34 is rotated with respect to plate 35, the initial contact of the discs 32 and 33 will be established. This clutch plate mechanism will hereafter be designated as the reaction brake C.

When the reaction brake C is engaged, sun gear I3 becomes a gear reaction member, and shaft I1 will be driven through the gearing at a speed therefore clutch R cannot drive, and freewheeling will occur. If the vehicle should drift backward downhill with the main clutch engaged, the annulus gear I2 connected to output, will have a negative component, and since 'planet spindles 1' provide a fulcrum point, sun gear I3 will endeavor to rotate forwardly, causing clutch R to lock the sun. gear I3 to body 8 and shaft I, so

that a stalled engine may be thereby started and the braking effect of the engine utilized to prevent the vehicle from getting out of control.

As shown in Figure 2, presser plate 34 is permitted limited rotational motion due to slots 36 and pins 3I. External shaft 40 mounted radially in casing 4 may rock its eccentric 4I tting slot 42 in plate 34, such that the rocking motion of the shaft 40 is transmitted to the plate 34. Coiled spring 43' is attached to stop pin 44 and hooked behind pin 46 of leverarm 45 as in Figure 4 fixed to shaft 40, normally biasing the shaft 4U to a position such that the recesses 38 and 38 of plates 34 and 35 are in register, and thereby balls 31 -cannot energise the reaction device C.

Vacuum servomot'orassembly M is bolted to casing 4 through tting41, its diaphragm rod 48 extending to pivot 5Il joining it to lever arm 45. The direction of motion of rod 48 is at right angles to the centerline of shaft 4I).v

The detail ofthe vacuum motor is shown in Figure 4, the rod 48 being attached to diaphragm 5I through cups 52, washers 53 and nut 54. The outer edge of -the diaphragm is gripped between the two shell halves and 56, the lower one 55 being bolted to fitting 41; the upper half 56 having coupling nipple 51. Aperture 58 in shell 55 permits access of 'atmosphere to the lower side of diaphragm 5I.

When vacuum is applied through coupling 51 to the diaphragm 5I, the rod 48 and arm 45 are moved to overcome springY 43, and through the described elements, cause reaction brake `C to be energised; when the vacuum is cut off, the spring 43 de-energises reaction brake C. Therefore, when vacuum is active in motor M, the auxiliary unit will be in overspeed ratio, and when it is cut olf, the unit will be in direct drive.

t has not been deemed necessary to show the detail of the parts in the standard gearbox other than shaft I1 having gear element 24 and clutch element 25, and output shaft 60, having toothed element 6I engageable with element 25. The gearing arrangement ,therein is shown in U. S. S. N. 91,073, filed July 1'1, 1936, and the controls for said gearing are described in U. S. S. N. 137,648, filed April 19, 1937; the subject matter of the present specification being drawn to the auxiliary unit, its controls and arrangement with respect to the assembly in which it is placed.

In order to show a method for controlling the vacuum motor M, the following example is given. Valve body |04 of Figure 5 is mounted convenient to the power plant installation, on engine casing ,I|J0. Longitudinal bore 65 is right-angle ported at the upper end, terminating in nipple 66 connected to pipe 61 joining it to the engine intake manifold IUI which provides the vacuum force. Side port 68 leads to check valve chamber 10 and side port 1I leads to atmosphere. The chamber 10 is arranged to house ball check 12 which may seal the valve seat 13, and port 14 connected to nipple 15; the pipe 16 leading to vacuum motor nipple 51, of Figure 2. -Air cleaner 11 filters the' air passing in through port 1I.

The upper boss 18 of valve 80 moves in a path to intersect the motion of lever 8l pivoted at 82, so that in the position shown in Figure 5 the lever 8| will hold ball check 12 off seat 13.` The lower boss 83 of valve 80 may seal atmospheric port 1I when the valve is in the up position. The lower end of valve terminates in composite weight member 84, composed of primary weight 85, and auxiliary weights 86 perforated to receive screw 81, for a purpose which will later appear. The valve assembly for control will be hereinafter referred to by the letter V.

Cylinder 88 of body Ill4 is open to atmosphere. The upper end of valve 80 terminates in pin 90 fitting closely the hole SI drilled in body |04; providing a manually operable means for holding the valve 80 in the down position.

When the valve 80 is as shown in solid lines at I in Figure 5, the ball check 12 is held off its seat 13, and air from port 1I may flow through chamber 10 to line 16, an'd to the vacuum motor M, whence spring 43 compels release of the overdrive reaction device C. When the valve 80 is in the up position, as in dashed line II of Figure 5, the manifold vacuum is effective through chamber 10-to lift ball check 12 off seat 13 and through pipe 16 operate diaphragm 5I of Athe vacuum m-otor M. At this time, boss 83 seals atmospheric port 1 I. `The reacting brake C is thereby energized and overspeed gear ratio established.

To provide automatic operation of valve 80, the dimensions of the porting are so taken that at high vacuum such as when the engine throttle is at idle, the valve BIJ is in position II. A sharp depression of the accelerator pedal of .the engine will diminish the degree of vacuum present in the manifold very rapidly, whereupon weight assembly 84, 85, 86 of valve 8U will by gravity, move the valve to position I noted above. This response of degree of engine intake manifold vacuum to movement of the engine throttle is Well known, and experienced'by car drivers in observing relative speeds of windshield wiper motors.

Therefore the car driver may select a shift of the valve 86 to direct drive position I, by merely moving the accelerator pedal quickly toward open throttle position. Conversely, the driver may select a shift of the valve to overdrive position II, by relaxing the accelerator pedal, and allowing the degree of vacuum to build up.

The linkage of Figure 6 is to enable the driver to compel the valve to move to and remain in direct drive position I, while the gears are being changed -inthe standard gearbox. Main clutch pedal moves in an arc to intersect roller 9| spindled to bentshaft 92 bracketed to'the dash framing 99 at 93. Arm 94 0f Shaft 92 is pvoted to rod 95, the lower end of rod 95 fitting an eye position I. When the clutch pedal is relaxed to engaged position, the valve 80 may thereupon resume its automatic response to degree of vacuum and gravity effect, and spring |09 attached to 99 swings arm 92 back to engaging position for the next movement of |05. I

The rst increment of motion of the clutch pedal |05 may move valve 80 to position I Without actual disengagement of the main clutch, so that the opera-tor of the vehicle may enforce shift to direct drive at any time by slight clutch pedal movement, not su-iiicient to open the main clutch, so tha-t for emergency acceleration in direct dnive, either clutch or accelerator pedal may beused. This is a safety feature believed novel in this type of mechanism.

The showing of Figure 7 is to describe an alternative control method to that shown in Figures 5 and 6. j

Valve body |04' attached conveniently to the power plant assembly, has longitudinal bore |06 in which atmospheric valve |01 may slide. 'Side port |08 leads to the engine intake manifold |0| |2| fitting flexible cable plug |23, held by screw- |24. Cable |22 is attached to clutch pedal |05, so as to move the valve |01 to the solid line position I, when the pedal is depressed, cutting oi the air from nipple H5' and admitting air to nipple only. Y

Attention is directed -to the fixed operating differences in the porting leading to pipes 44 and |42, these differences being of predetermined area such that when valve ||4 is properly adjusted by Afitting ||5, its area with respect to the effective area leading to pipe |42 will enable the automatic action, described in detail further, to take place. It should be noted that this differential fold connection |08 to pipe |42. This effect is described in detail further.

In Figure 8,l the vacuum servomotor cylinder |25 is shownbolted conveniently to the transmission assembly, pivotally anchored at |26.

The piston |21 slides in cylinder |25, and may abut stop |29, the piston rod |28 projecting forward to pivoted -tting |3| joining it to bell crank |30 attached to shaft 40 which is connected as described in Figure'2. The arm |32 of bell crank |30 is lengaged by strut |33, in cylindrical recess |34, the rounded end |35 of strut fitting closely in saidrecess, Y

The bell crank |30-|32 has limited motion such that point |35 may rock to intersect a line of centers between the center of shaft 40 and pivot |31 of spring cylinder |36. Strut |33 is mounted for longitudinal motion in the cylinder |36, and its afxed spring retainer |38 receives the thrust of spring |40 compressed between retainer |38 and the end wall |4| of cylinder |36. The spring |40 supplies force to affirm the position of shaft 40 in either the direct or overdrive positions, and replaces spring 43 of Figures 2 and 4 in the present modification, or may be used in combination with a yielding element such as spring 43.

Piston |21 in cylinder |25 is subject to atmospheric andsubatmospheric pressure on both its faces, because of connecting piping |42 from nipple I of Figure 7 to cylinder end wall nipple |43, and pipe |44 from nipple ||5 to cylinder end wall nipple |45. l

As will be understood, a high vacuum-in pipe |42 with a lower degree of vacuum in pipe 44 -Will tend to shift piston |21 to the solid line position II of Figure 8, which will rock bell crank arm |30 and shaft 40 to engage the reaction brake C in the auxiliary unit to establish overdrive ratio.

Conversely a diminishing of Vacuum in pipe |42 while pipe |44 may sustain avhigher degree of vacuum would 'tend to shift piston |21 to the dashed line position I of Figure 8 and thereby rock bell crank |30 and shaft 40 to release reaction brake C, thereby releasing the over-drive gearing G from drive, and permitting roller clutch R of Figures 1 and 2.to ac t. y

The opening and closing of the engine throttle as determined by the driver in depressing or releasing the accelerator pedal |02 of Figure 6 varies the degree of vacuum in the manifold |0|- and in the ported space |08.

When the degree of vacuumis high, the ported space |08 is subject to no atmospheric leakage via passage I8 in valve |01, since annulus ||6 is not in registry with portl ||0 when the mainclutch pedal |05 is in clutch'engaged position. Whatever variations in degree of vacuum exist in pipe 61 and "space |08, are transmitted more immediately to pipe |42 than to pipe |44 because of -the restriction at ||2| I3, compared to the full |46 and |41 of cylinder |25, the resulting move- I ment of piston |21 can overcome the camming porting connected to the two ends of cylinder |25 I load of spring |40 acting through |'33--|35, and snap the rocker arm |30 past center, thereby releasing reactionbrake C and making clutch R effective, as has been described.

The snap-action above referred to may be regarded as a form of toggle action having two loaded end point positior; as shown in Figure 8 in solid and in dashed line. The end point positions are sustained by spring |40 against forces of lesser value on piston 4|21, than capable of shifting the pivot |34-I35 through center.

A sudden rise in the degree of vacuum in space |08 will have a greater effect in pipe |42 than in pipe |44 because of the restriction at I|2-||3, as previously noted. The resulting pressure differential in cylinder |25 will tend to shift the piston I21 to the right in Figure 8, and can again overcome the camming load of spring |40, and snap the rocker arm |30 past center', to engage reaction brake C and render clutch R'ineffective.

The force of spring |40 is so taken with respect to the values of the available vacuum, the dimensions of the porting and piston |21, and the force requirement at reaction brake C, that excessive hunting is prevented, and the mechanism will not shift unless a definite differential pressure between the spaces |46 and |41 of cylinder |25 exists.

In using the words differential pressure herein, the phraseology is to describe the definite dif` ference in pressure operative on either side of piston |21 in the end spaces |46, |41 of cylinder |25.

This combination of stored energy yfor predetermining the action of automatic speed ratio shift is believed novel.'

When valve |01 is `moved by depression of the clutch pedal to the lower position of the full lines in Figure 7, vacuum effect in line |42 is shut off at space |08 and air through III), IIS, III, ||8 flows into line |42 to space |46 of cylinder |25, leaving vacuum, however, to work through v'alve II4 at seat ||3 and line |44 in space |41 to draw, and hold piston |21 to the right, thereby compeiling direct drive in the auxiliary gear unit.

This arrangement is similar in function to the clutch pedal interlock of Figure 6, the just described modication, however, actually moving only the atmospheric valve |01, whereas the preceding arrangement is required to move both the vacuum valve and the ball check.

. The system of Figures 7 and 8 is not to be confused with the so-called suspended vacuum system well known in clutch and brake operation in internal combustion engined vehicles. 'I'he method of control herein described is more accurately defined as a differential vacuum system, the differential .of pressure in straight ported passages and spaces being the primary controlling force. This obviates a need for direct servo valving, the valve |01 simply serving as a cut-off means to inhibit the servo shift action. It should be noted that this portion of my invention covering the servo means provides for no neutral dwell, or non-active mid-position, but yields a full onand-off shift alternation between two distinct speed ratio control conditions.A

4Needle valve |I4 provides an extremely useful means to pre-set the response of the differential pressure operation, which in combination with -the well-known diminishing vacuum effect at higher engine speeds, makes it possible not only to provide a reducedthrottle pedal ratio control range in which a quick response is had for traffic maneuvering, but also to provide an advanced throttle pedal ratio control range in which a less sensitive response is had, thus tending to sustain overdrive and preserve a high degree of fuel economy at the high speed ranges. For average passenger car use, with the speed ratios as shown in the present demonstration, it is preferred to so select the physical constants of the vacuum sysltem in conjunction with the setting of valve II4,

thatat car speeds above '10 miles per hour, the car driver may no longer be able to depress the accelerator sufficiently to vary the vacuum differential against spring |40 to shift from overdrive t'o direct drive.

This is a safety feature for saving the car engine from excess unloaded high speed revolutions, and from'shock loading of the bearlngs and moving parts.

If any emergency occurs at such car speeds wherein the driver feels' compelled to shift from4 overdrive to direct, a slight depression of the main clutch pedal |05, without unloading the main clutch, will move the valvlng in both control modifications herewith described, so that the overdrive gearing G ceases to drive.

A modification of interest is shown in Figure 9 with respect to the juxtaposition of clutch plates 32 and 33 and Amovable pr'esser plate 34. Before shifting down from overdrive to direct the plates 33 are receiving a torque component of positive sign, assuming vnormal clockwise rotation of the engine. This direction of torque reaction continues while the engine is driving the vehicle. When the vehicle overruns, the sign of torque reaction becomes momentarily negative.

Now in shifting down from overdrive to direct in the gear assembly of Figure 1, the engine throttle is already advancing and torque reaction increasing on the plates 32-33 before spring 43 can become effective to release the brake C. When this torque reaction is increasing the clutch disc 33 splined to hub body I5 adjacent movable presser plate 34, transmits a positive component thereto, while'at the same time, the reduction .of vacuum has permitted springl 43 to become effective. Since the spring 43 in releasing brake C must endeavor to rock the movable plate 34 negatively any excessive torque reaction opposes the full release of the brake C for a short time interval, while ordinarily permtting quick release when torque reaction is normal or light. It is preferred to utilize a spring 43 of such force andmechanical advantage with respect to the motion of presser plate `34, that positive drag torque cannot disturb its immediate action of release upon diminishing of available vacuum.

In Figure 9 is will be noted that the non-rotatable reaction plate of the 32 group is adjacent the movable presser plate 34 whereas in Figure 1, the plate of the 33 group is so displaced. The Figure 9 version is to provide a means to eliminate the torque reaction drag from affecting the response of presser plate 34 to vacuum and to the action of spring 43, so that a comparatively light spring may be used, and consequently small force sustaining parts in conjunction therewith.

A further modication of structure in the clutch mechanisms is shown in Figure 9. The planet carrier E' is riveted to a ring member 8', between which the spindles 1 are mounted, supporting planets I0 on bearings II, meshing with annulus I2 and sun gear I3. Sun gear sleeve I4 'runs on bearings I6 on the sleeve 5 of shaft I.

R' consists of a cam plate |50 splined to a ange II riveted to web 3 of casing 4. Rollers 28" occupy the cam interstices in* a well-known manner. The purpose of clutch R is to prevent retrograde rotation of drum 9' and sun gear I3 at all times. Its usefulness is first applicable when in freewheeling direct drive, as when the vehicle may be driving the engine and rollers 28 of clutch R would be inactive. Under these circumstances, with annulus gear I2 rotating forwardly faster thanV carrier 6', sun gearv|3 would diminish to zero speed when the annulus-tocarrier speed diiference equals the overdrive ratio of gearing G.' The moment sun gear I3 receives a negative or retrograde component, roller clutch R' immediately couples the sun gear I3 to casing 4, and engine braking at overdrive speed ratio becomes available.

, This is a safety feature of especial value in hilly country or on steep town gradients, wherein coasting of the vehicle mightl render car control hazardous -because of bad wheel traction.

A further advantage is that roller clutch R' may upon relaxed throttle coasting on the straightaway, lock the sun gear I3 against rotation before the reaction brake C could be energised by engine vacuum. This relieves the discs 32-33 of having to ,absorb high torque reaction values, making it possible to make the reaction brake C small and compact.

Another advantage in the use of roller clutch R is the means afforded for starting a stalled engine by towing. The arrangement of Figure 1, it will be noted, yields no engine braking unless the vacuum servo motor be active, so that a dead engine could not be started unless the vehicle be towed in reverse gear. The Figure 8 arrangement will start the stalled engine in overdrive ratio, with forward direct drive setting of the main gearbox.

In shifting gears in the main gearbox, the main clutch pedal interlock of Figures 5 and 7 on the in engagement is forestalled by the trapping of an oil cushion between the splined member I5, presser plate 34, web 3 and casing 4. When plate 34 makes initial contact with the discs, the peripheral pocket in the aforesaid disc 'space is already lled by spinning of the rotating parts. Now as the presser plate-34 moves left as in Figure 1 or'9, the surface oil on the. discs 33-34 must be squeezed out into a volumetric space where there is already a certain degree of existing pressure, which thereupon requires an appreciable time interval before the disc surfaces can be wrung dry for non-slip.

This cushioning action assures'longer life of the discs, and prevents overheating since the required heat flow is spread out over a time interval in which the instantaneous temperature does notl become excessive.

Figure 10 is given to describe a method of taking oil' vacuum servo power fromthe engine manifold which yields some advantages in stability of vacuum available. The ange fitting |60 has a large central aperture on throat |6| and bolt holes in ears |62. Side cut port |63 opens into throat I6I. from nipple |64 inset in fitting |60. Thetting assembly is bolted between the regular carburetor mixture outlet and the intake manifold inlet flanges |65 and |66. Pulsations in engine speed are not as readily transmitted from this location in the main fue] mixture passage as in the construction of Figure 5, and further, the normal rate of change of vacuum degree is more uniform at this point than any other portion of the vacuumvgenerating system.

In the preceding text, the individual operation of each of the assemblies involved in the invention has been described.

The car driver in operating my device, rst declutches with the main clutch pedal |05 which puts control valve out of commission. The main gearbox is shifted to low, the clutch pedal |05 is relaxed, and the accelerator pedal |02 depressed to advance the motion of the vehicle. Thislatter trol, the character of the inertias remains conv stant,'the rotations of the main clutch driven plate, shaft I and connected parts applying fully only when the engine throttle is 'slightly opened; and a fixed value of inertia subtracted when the throttle is normally closed to idling. There is no rotating friction drag imposed on the rotation of shaft I1, so that with normal operation of main clutch and accelerator pedals, the clutch R by freewheeling, reducesl the gear change interval inertia effect on shaft I1, permitting easy and -proper functioning of the synchronization action in the main gearbox. In the modification of Figure 9 the same applies, in that only when the speed differential between shafts I and I1 exceeds the overdrive gear ratio, willl clutch R become eifective as a preventer ofuncontrolled freewheeling.

An advantage of my reaction device construction is that the discs 33--34 may be made entirely of metal, running in the normal lubricating oil of the transmission unit. Discs 32 are, however, shown as composite, having bearing metal facings working against steel alloy discs 33. Abruptness action occurs such that the automatic ratio shift of the gear unit A may either be in overdrive by locking of device C or in direct by energisation of clutch R, as the driver maintains light throttle or advanced throttle.

If a traflic obstruction demands braking, the release of the accelerator pedal |02 immediately causes vacuum to build up, energising device C for overdrive, yielding engine braking; and upon clearing of the traiiic, the depression of the accelerator pedal restores direct drive through clutch R, in the auxiliary unit.

Each time a. gear change in gearbox B is made, the car operator should open the main clutch by depressing pedal |05, which, as described, puts reaction device C out of commission, and permits drive through clutch R, in direct only.

The exibility added to car control by my vice provides selective drive in-i two ranges of speed ratios, doubling the. overall ratios provided by gearbox B. The ability to shift quickly from an economy ratio to a performance ratio at will by simply depressing or releasing the accelerator pedal is of outstanding value, in that the automatic control yields either with no additional 'effort or thought on the part of the car driver. YIn traic, the accelerating performance of the ordinary powerplant is augmented, and on. crosscountry drving, the economyrof operating at high car speed with low engine speed, fuel and oil consumption is instantly available.

Shift to reverse drive in gearbox B offers no difficulty with my invention in combination, since the direction of rotation of the auxiliary unit A is always positive with that of 'the engine. If the car drifts backward downhill, my arrangementof Figure 1 will couple the engine clutch shaft I so that a stalled engine may be used to augment braking, or else be cranked. Theseries arrangement of gearboxes A and B, with overspeed ranges afforded by unit A p rovides additionaladvantages in assembly and telescoping of parts for saving of space.

No claims are herein specifically directed to the gravity-actuation of valve 83 of Figure 5 since that is another invention. Claims are, however, directed to the interlocking control over the action of that valve, and over the action of the valve of Figure 7, the control method for changing ratiov in the latter figure, in conjunction with the structure of Figure 8 being claimed herein as the invention of the applicant.

Whereas the disclosure of my invention has utilized examples of specic application, I do not limit the use of my invention to such installations, but reserve the right an apply it to various mechanisms in which driving torque is required to be transmitted at varying speed ratios. The invention is capable of modification in construction and arrangement without departing from its scope as expressed in the following claims.

I claim: Y l

l. In power transmissions, in combination, control means for a variable speed gear unit comprising, fluid pressure means arranged to actuate changes of speed ratio in said unit, mechanical means arranged to reinforce the positioning of said fluid pressure means in denite speed ratio establishing positions, a differentially ported device cooperating With said uid pressure means effective to establish changes in speed ratio according to predetermined variations in pressure, and variable with torque demand to change the fluid pressure effective in said device to establish the said changes in speed ratio.

2. In motor vehicles, in combination, an internal combustion engine having a vacuum space, a main clutch, a driving shaft, a driven shaft, manual control means for said clutch, actuating means operative to vary the speed ratio of said driven shaft with respect to the -speed of said driving shaft, vacuum operated means connected to said space effective to control the operation of said'actuating means, means responsive to variations in the suction of said space as determined by the Working conditions in said engine to control said second named means, and auxiliary means made operative by' said manual control means for said main clutch to render said vacuum responsive means ineffective.

3. In power transmission devices for motor vehicles, in combination. a driving shaft. a driven shaft, a main clutch arranged to connect said engine to said driving shaft, a variable speed transmission gear unit arranged to couple said shafts alternately in one of two ratios, actuating means including a lever effective to change the speed ratio of said unit, fluid pressure responsive means connected to said lever made operative thereupon by variations in the working condi- I tions of said engine, a differentially ported device controlled by said variations to select actuation by said uid pressure means, and means made operative by increasing and retarding movement of theengine accelerator pedal to select the 3A;-

tuation of said fluid pressure means, through pre determined coaction of said device.

4. In power transmission devices, in combination, an engine, a speed control for said engine consisting of a throttle pedal, a variable speed gearing unit driven by said engine connected to a load shaft, speed ratio actuating means for said unit comprising friction members rendered alternately operable by said means, reinforcing means adapted to load said actuating means for occupying definite speed ratio determining positions, fluid pressure operated mechanism adapted to control the movement of said actuating means and to overcome the action of said reinforcing means when shifting from one speed ratio to another of said gearing, including a differentially ported device subject to manually controlled fluctuations of fluid pressure, and means coacting with said device whereby predetermined movement of said engine speed control pedal is effective to vary the fluid pressure of said device in controlling the movement of said actuating means for alternate operation of said members.

5. In combination, a variable speed transmission unit, a ratio shifting lever arranged to be moved for increase and decrease of speed ratio within said unit, actuating means connected to said lever effective to shift it by fluid pressure to one of two definite ratio positions, reinforcing mechanism for said means adapted to sustain the effort of said actuation for maintaining the said lever in either one of said positions, and manually'operablo means arranged to vary the degree of the fiuid pressure acting upon said means whereby the reinforcing mechanism may be overcome and the speed ratio of said unit may be increased or decreased.

6. In automatic speed ratio changing mechanism for automotive vehicles, an engine, avvacuum manifold for` said engine, an engine accelerator pedal, a lever for shifting speed ratio of a -variable speed transmission unit, vacuum responsive means subject to variations in the degree of vacuum of said manifold and controlled by normal movement of said pedal for selecting speed ratio of said unit, and connections between said means and said lever whereby the ratio shifting effect of the vacuum is utilized to establish the lever in either one of two speed ratio positions of said lever.

7. 'In automotive vehicles, the combination, an engine provided with a source of constantly available vacuum, means to vary the degree of said vacuum, a transmission driving shaft, a driven shaft, a first clutch operable to couple said shafts in driving and driven relation, a second member operative to couple said shafts through gearing, actuation means for permitting alternate operation of said clutch and said member and including reinforcing means effective to load said actuation means in one of said alternate positions, and a fluid pressure device comprising a two-position valve movable by changes in the vacuum provided by said engine for acting on said means.

8. In a motor vehicle, in combination, an engine including a driving shaft, a driven shaft, a main clutch, a pedal for operating said main clutch, a separate clutch operable to couple said shafts in one-to-one relation, a second member operable to couple said shafts through gearing, valve means operative by changes in the working conditions of the motor to establish alternate drive between said separate clutch and said member, and additional manual means worked by said Pchanges in speed ratio |by coaction with said pedal arranged .to inhibit the action of said first ranged to establish drive through' the gears y thereof, means Iadapted to load said member when it is eiective to drive, fluid pressure oper-ating means subject to changes in the diierential pressure of said device eifective to actuate said reaction member and overcome said loading means, operator controlled means eiiective to establish altern-ate drive through said one Way clutchor said reaction member, and supplementary manual means effective to inhibit the action of said operator controlled means.

10. In variable speed transmission devices for motor vehicles, incombination, a variable Vspeed transmission unit driven by an engine a. vacuum manifold for said engine, vacuum energised servo means connected-thereto and eifective to change ratio within said unit, a mechanism embodying friction elements within said unit arranged to establish drive through gearing, a diii'erentially ported device controlling said means and subject to variations in the degree of vacuumV of said manifold and eiective to select speed ratio actuation of said means, and a torque responsive i member embodied in said rst named means arranged to Vcoact with said device for establishing one of the speed ratios of said unit.

11. In fluid pressure servo devices for actuation of transmission speed ratio, in combination, a. vacuum operated servo motor means -arranged to change ratio in said unit, a first vacuum space in said motor means connected directly to a source of engine produced vacuum, a second vacuum space in said motor means connected to said source through restricted porting,

and operator controlled means effective to vary the degreeI of vacuum in the saidspaces of said motor, whereby said servo mot'onmeans is caused a main clutch connected to drive said unit, a load shaft driven by said unit, fluid pressure servo means supplied by rotation of said engine, a fluid pressure servo motor connected to said means operative to change ratio within said uni-t, fluid pressure connecting means between said engine and said motor embodying a differential pressure ratio controlling device including a valve effective to control the operation of said motor, and connection ybetween the operating means for said clutch 'and said valve effective to inhibit the action of said iiuid pressure means and said device when said clutch is disengaged.

13. In power Itransmission devices, in combination, a variable speed ratio transmission unit, embodying a friction member arranged to establish drive through gearing, loading means effective to apply increased or decreased force on said member with increase and decrease in torque, uid pressure means including a diiferentially ported device adapted to actuate and select member, and means responsive to the torque reaction of -the drive through the gearing on said loading means of said unit for controlling the rate of actuation of said member.

14. In -power controls for -motor vehicles, in' combination, a main clutch, a control for said clutch, a variable speed ratio trans-mission unit driven by said clutch embodying a drive reaction sustaining member, automatically operable means effective upon said member and for. varying the speed ratio of said unit according to predetermined variations in the working conditions of said engine, and means effective upon agiven movement ofsaid control to inhibit the automatic action of said first named means and render the drive reaction sustaining member ineiiective.

15; In power transmissions, in combination, an engine having a suction space, a main clutch driven by said engine, a variable speed transmission unit driven by said clutch, a manual control for said clutch, a vacuum servo motor connected to said space arranged to actuate changes of speed ratio in said unit, a control valve for said servo motor lautomaticaily responsive .to variations i`n the degree of vacuum in said space, and connecting means joining said valve and said clutch control operative to inhibit the automatic action of said valve.

.tomatic operation of said rstnamed unit upon clutch disengagement movement of said pedal whereby said second named unit may be operated freely without interference from the ratio shifting action of said first named unit.

17. In transmission ratio shifting mechanisms for motor vehicles, an engine, a speed control for said engine consisting of a throttle pedal, a fluid pressure supply provided .by said engine, a servo motor comprising a cylinder and a piston movable in said cylinder between two speed ratio determining positions, a fluid pressure connection to said cylinder eiective upon one face of said piston, a second uid pressure connection to said cylinder eiective upon the opposite face of said piston, and a differential pressure means joining said source with both said connections and subject to variations in the pressure of said source, said diii'erential pressure means ibeing responsive to vpredetermined movement of said speed control operative upon said source and said device effective to establish movement of said piston between the said speed ratio determining positions.

18. In power .transmission devices, in combination, a variable speed lgear comprising a .power input shaft, a load shaft, and intermediary gearing including a reaction member, acne-way locking device arranged to connect said reaction member and said input shaft, eiective to prevent said member from rotating faster than said input shaft, a friction means adapted to lock the said reaction member against rotation in either direction, operator-controlled mechanism elfective to cause automa-tic'energisation of said means, and a one-way locking device arranged to con- -nect said reaction member and said housing, 'effective -to prevent retrograde rotation of said member when said meansis not actuated. l

19. In automatic controls for :automotive vehicles, in combination, an engine, a variable speed transmission connected lto said engine and having a speed ratio determining lever, an intake mani- -fold connected to said engine providing'a variable degree of vacuum in accordance with the working conditions of said engine, a diierentially ported device connected tosaid manifold, a vacuum servo motor Vconnected to said device and arranged to position said speed ratio lever in at least one of its speed ratio establishing positions,

and means controlled by the operator .to establish predetermined variations in the vacuum existing in said device and effective upon said motor, .thereby controlling .the driving speed ratio deter lmined by said lever in said transmission unit.

20. In variable speed transmission control devices, in combination, an engine, a throttle control for said engine, variable fluid pressure means supplied by rotation of said engine, a variable speed transmission unit connected to said engine through a main clutch, a speed ratio controlling lever for said unit actuable by said means, afiirming means acting to hold said lever in one of two ratio determining positions and a differential pressure device having fixed orices connected to said. fluid pressure means effective to establish speed ratio actuation of said lever by said fluid pressure means at predetermined variations in said uid pressure as determined by movement of said -throttle control.

21. In power control devices, an engine. a variable speed gearing, servo means adapted to shift elements of said gearing embodying automatically operable mechanism arranged to select ratio between at least two distinct driving ratios of said gearing according to differential pressures, a throttle pedal controlling said engine eiective to establish diierential subatmospheric pressures in said mechanism'varying with the torque demand, and a separate manual control connected to said mechanism operative to set aside the selection action of said mechanism in one position, and

permit the said selection action in another position of said separate manual control.

. MARK H. FRANK. 

